Transmission control mechanism



Patented Nov. 20, 1951 TRANSMISSION CONTROL MECHANISM am a. Price, SouthBend, ma, aasignor u, as-

dix Aviation Corporation, South Bend, ind a corporation of DelawareOriginal application December 31, 1841, Serial No.

arisen 425,113, now Patent No. 2,373,259, dated April 10, 1945. Dividedand this application Decembar 1, 1944, Serial No. 588.1%

(Cl. M -472) 4 Claims. 1

This invention relates in general to means for operating an automotivechange-speed transmission and in particular to power means operable toeffect a silent and smooth meshing of the gears in all operations of thetransmission and irrespective of the speed of the vehicle.

A further object of the invention is to provide, in an automotivevehicle including an accelerator and an internal combustion enginehaving an intake manifold, power means for operating a standardthree-speeds forward and reverse transmission, said power meansincluding a manifold vacuum and spring operated valve operable, when thetransmission is established in its high gear setting and the enginedriven driving element of a change gear transmission is rotating at thesame speed as the vehicle driven element of said transmission, to makepossible an operation of said power means to establish the transmissionin its second gear setting when and only when the manifold vacuum isdecreased by opening the throttle to increase the speed of the engineand thereby operate said valve, the opening of the throttle also servingto increase the speed of the engine driven element of the transmission.

A further object of the invention is to provide, in an automotivevehicle including an internal combustion engine having an intake manifold, an accelerator and a three-speeds forward and reverse transmissionwhich may include a synchronizing mechanism, power means for operatingsaid transmission, the operation of said power means being controlled bya manually operated selector valve, a power operated control valve andby the operation of the internal combustion engine, the latter being inpart controlled by the accelerator.

Yet another object of the invention is to provide, in an automotivevehicle having an internal combustion engine, an accelerator and athreespeeds forward and reverse transmission, a. double-actingdouble-ended spring and vacuum operated motor operably connected withthe transmission, said motor being so controlled by a manually operatedselector valve, a power operated three-way valve and the accelerator asto effect the high gear setting of the transmission when the selectorvalve is moved to a certain position and the accelerator is released toidle the engine;

and to effect the second speed setting of said transmission when theselector valve is moved to a certain position and the accelerator isfirst released and-then depressed.

My invention also contem lates the provision of the aforementioned powermeans for operating the three-speeds forward and reverse transmission ofan automotive vehicle, said vehicle being equipped with clutch meansincorporated in the power plant and connecting the engine with thechange-speed transmission, said clutch means including a friction clutchand a fluid coupling.

Yet another object of my invention is to provide, in an automotivevehicle including a standard three-speeds forward and reversetransmission, power means for operating said transmission comprising amotor for establishing said transmission in any one of its four settingsor neutralizing the transmission and means for controlling the operationof said power means including a manually operated shift lever mountedadjacent the steering wheel of the vehicle, a four-way selector valveoperated by said shift lever and a power operated three-way valve saidvalves cooperating with the accelerator to control the operation of thepower means.

Other objects of the invention and desirable details of construction ofparts will become apparent from the following detailed description. ofone embodiment of my invention, taken in conjunction with theaccompanying drawings illustrating said embodiment, in which:

Figure 1 is a diagrammatic view disclosing the transmission operatingmechanism constituting a preferred embodiment of my invention;

Figure 2 is a sectional view disclosing the details of the shift leveroperated four-way selector valve constituting a part of the transmissionoperating mechanism disclosed in Figure -1; and

Figure 3 is a sectional view disclosing in detail the pressuredifferential and spring operated synchronizer valve of the transmissionoperating mechanism disclosed in Figure 1.

Referring now to Figure 1 disclosing a preferred embodiment of myinvention, a threespeeds forward and reverse transmission 234 ofstandard design is established in either its reverse gear setting or itslow gear setting by the operation of a crank 23i after a crank 24!! hasbeen actuated to effect the cross shiftoperation of said transmission.The force transmitting means for operatr 1g the crank 240 includes a rod2 connected to said crank, a lever 243 pivotally mounted on a part ofthe steering post 245' and a shaft 2" connected to a manually operatedshift lever 236, mounted on the steering post heneath the steering wheel238. The cross shift operation of the transmission, that is theoperation preparatory to effecting either a low gear or reverse gearsetting of the transmission, is eflected by the physical effort of thedriver, the parts of the aforementioned force transmitting means beingso constructed and arranged that to effect the cross shift operation thedriver lifts the shift lever 236 upwardly toward the steering wheelagainst the tension of a spring 242 which biases the crank 248 to aposition preparing the transmission for either a second or high gearsetting.

Describing now the transmission operating power means of mv inventionthe crank 23! is connected. by a rod 25 l. to a double-actingdoubleended spring and vacuum operated motor 258. This motor, which isconveniently mounted near or upon the transmission; includes a doble-ended casing which houses a power element 255 and two wav valve I88,Figure 3, said valves cooperating with an operation of the shift leverand accelerator to control the operation of the transmission. Referringto Figure 2 there is here disclosed in detail the four-wav selectorvalve 245. the same preferab v comorisin a two-part casing ported at213. 282. 288 and 298. The casin is provided with bosses adiacent theports 213. 282 and 288. said bosses having secured thereto conduit 246and the aforementioned conduits 248 and 286 respectively. A spool sha edvalve member 244 operated by a rod 281 extending through an opening 284in the valve casing serves, depending of course u on its position withsaid casing, to place one or the other of the conduits 248 and 286 influid transmitting connection with the conduit 246. the latter conduitbeing preferably connected at its other end to a vacuum storage tank 258said tank being connected, by conduits 252, 256 and 268 with the intakemanifold 56 of the internal combustion engine 18 of the vehicle. Ifdesired, a check valve 254 may interconnect the conduits 252 and 256.The tank 258 may be omitted in which case the conduit 246 would beconnected directly with the conduit 214.

Referring to Figure 3 there is here disclosed in detail theaforementioned power operated threeway valve unit 46. This valve unitincludes a casing member 288 enlarged at one of its ends to provide acasing member 2l8 constituting one.

half of a motor casing. A casing member 2i5 secured to the casing member2i8 constitutes the other half of the motor casing, the members 2I8 and2 l 5 having secured therebetween a power element 2"; which is biased tothe position disclosed in Figure 3 by a spring 228. The aforementionedconduit 214 is connected at one of its ends to a tubular shaped endportion 222 of the casing member 2l5 therebv providing air transmittingmeans interconnecting the intake manifold 56 and a compartment 226 ofthe valve operating motor indicated as a whole by the reference numeral221. The casing member 288 houses a spool shaped valve member 286connected to the power element M6 by a rod M8 and said casing member isported to receive respectively the aforementioned conduit'286 connectedto the selector valve 245 and the conduit 212 connected to theaforementioned shift motor 253.

Describing now the operation of the transmission operating mechanismconstituting my invention and incidentally completing the description ofcertain parts thereof not heretofore referred to, it will be assumedthat the transmission is in neutralby virtue of the operation of one orthe other of the springs 251 and 258 and that the car is at a standstillwith the engine dead.

The friction clutch of the power plant is then manually disengaged bythe operation of a clutch pedal 235 whereupon the engine is crankedthereby partially evacuating the vacuum tank 258. Assuming that thedriver wishes to establish the transmission in its low gear setting. hethen rotates the shift lever 238 in a plane perpendicular orsubstantially perpendicular to the plane of the steering wheel therebyrotating the cranks 243 and 248; and this operation effects the crossshift operation of the transmission. The shift lever is then rotatedclockwise in a plane parallel or substantially parallel to the plane ofthe steering wheel, this operation serving to move the valve member 244of the selector valve member 245 to the left, Figure 2. As disclosed inFigure 1 the clockwise rotation of the shift lever 24 serves to rotate ashaft 28l clockwise about its longitudinal axis thereby rotating a crank263 clockwise to effect the aforementioned leftward movement of thevalve member 244. The rod 281 for moving the latter member is pivotallyconnected at one of its ends to the crank 268.

The conduits 246 and 248 are by this operation 'of the selector valveplaced in air transmitting connection with each other, accordingly, acompartment 265 of the motor 253 is connected to the source of vacuum;and a compartment 281 of said motor is at this time vented to theatmosphere via the conduit 212 and ports 232 in the casing of the poweroperating three-way valve unit I88 Figure 3. Now it is to be rememberedthat the engine 18 is at this time idling thereby making of its intakemanifold a source of vacuum and said manifold is connected to acompartment 226 of the valve operating motor 221 by the conduit 224. Acompartment 238 of the said motor is at all times vented to theatmosphere via a port 228 in the valve casing 288. It follows thereforethat with the engine idling, the power element MB of the motor 221 issubjected to a differential of pressures resulting in the movement ofsaid power element to the left, Figure 3, to vent the compartment 281 ofthe motor 253 to the atmosphere via the conduit 212 and the ports 232 inthe valve casing. The motor 253 is thus vacuum energized to establishthe transmission in its low gear setting, the power element 255 beingsubjected to a differential of pressures to move the same to the left,Figure 1.

The driver will then get the car under way by engaging the frictionclutch and concurrently depressing the accelerator 216 to open thethrottle 211 of the engine 18.

The car being under way in low gear, the driver, to establish the secondgear setting of the transmission, will release the accelerator toreverse the engine torque, disengage the clutch by manually depressingthe clutch pedal, and rotate the shift lever 236 counterclockwise tomove the selector valve 244 to its transmission neutral positiondisclosed in Figure 2; and this the motor III is vented to theatmosphere the neutralizing spring "I expands to move the power elementIII of the said motor to neutralize the transmission: and this operationis facilitated by theaforementioned disengagement of the clutch.

The transmission having been as a result ofsthe moving of the valvemember I to its transmission neutralising position ands disengagement ofthe clutch. the next operation of the mechanism is automaticallyeifected by the spring I which rotates the crank "I to prepare thetransmission for either a second or high gear operation. The driver willthen probably continue the counterclockwise rotation of the shift leverin move the valve member 2 to its second gear position: and thisoperation. as will be noted from a study of the drawings, serves toconnect the compartment 281 of the motor II! with the power operatedcontrol means; that is, the vacuum cut-in valve ill. The compartment Illis, at the time, vented to the atmosphere as a result of the abovedescribed transmission neutralizing operation of the mechanism.

Coming now to one of the most important features of my invention it isapparent that the motor 253 will not be vacuum energised to establishthe transmission in its second gear setting until the accelerator isdepressed to (l) increase the engine speed to thereby synchronize thetransmission gears to be meshed and (2) increase the gaseous pressure inthe compartment 228 of the motor 221. with the latter Operation thevalve member 2" is moved to the position disclosed in Figure 3 therebymakin possible the vacuum energization of the motor 253 to establish thetransmission in its second gear setting.

There is thus provided in the power operated three-way cut-in valve I",means for effecting a vacuum energlzation oi the motor I" to establishthe transmission in its second gear setting when and only when thisoperation should be effected; for if the motor 283 were vacuum ener izedbefore the gears to be meshed were synchronized then the gears would beunduly worn; furthermore this energization of the motor would result ina noisy operation of the transmission.

The transmission having been established in its second gear setting theaccelerator is operated to increase the speed of the vehicle. Theestablishment of t e transmission in its high gear settin is practicallythe same as the previously described low gear setting operation of thetransmission operatin power means. It is to be noted however. that withthis high gear setting operation of the power means the gears of thetransmission will not mesh until the speed of the en-- gine drivendriving gear of the transmission is lowered to its synchronous speed:and this is effected bv the release of the accelerator to lower theengine speed.

There is thus provided a simple and compact power means for operatingthe standard threespeeds forward and reverse transmission of anautomotive vehicle.

This application constitutes a division of my U. 8. PatentNo. 2.373.259,dated April '10. 1945.

Although this invention has been described in connection with a certainspecific embodiment of my invention the principles involved aresusceptible of numerous other applications that will readily occur topersons skilled in the art. The

selector valve, air transmitting means intercon-V necting said lattervalve with one compartment of said motor, air transmitting meansinterconnecting the other compartment of said motor with said controlvalve and air transmitting means interconnecting the control valve withthe selector valve.

2. In an automotive vehicle provided with an internal combustion enginehaving an intake manifold, an accelerator and a change speedtransmission, power means for operating said transmission comprising adouble-acting motor including a double-ended casing and a power element,said element together with the casing providing two motor compartments,a selector valve for in part controlling the operation of said motor, apower operated control valve for in part controlling the operation ofsaid motor, a (iiiferential pressure operated motor for actuating thelatter valve. air transmitting means interconnecting the manifold andselector valve, air transmitting means interconnecting said latter valvewith one compartment of said motor, air transmitting meansinterconnecting the other compartment of said motor with said controlvalve, air transmitting means interconnecting the control valve andselector valve and air transmitting means interconnecting the controlvalve operating motor with the first mentioned air transmitting means.

3. In an automotive vehicle provided with a power fluid source, athree-speeds forward and reverse transmission mechanism including twocranks, the operation of one oi. said cranks serving to eflfect a crossshift operation of the transmission and the operation of the other ofsaid cranks serving to establish the transmission in the desired gearratio setting, power means for operating the latter crank including adoubleacting spring and pressure differential operated motor, a selectorvalve for controlling the flow voi power fluid into and from said motor,a power operated control valve cooperating with the selector valve incontrolling the flow of power fluid into and from one end of said motorsaid valves serving to control the operation" of said motor, power fluidtransmitting means interconnecting the valves with the power iluidsource, power fluid transmitting means interconnecting the selectorvalve with one end of the motor and other power transmitting meansinterconnecting the power operatedvalve and the selector valve with theother end of the motor and a manually o erated selector lever foractuating the first mentioned crank and for actuating the selectorvalve.

4. Power means ada ted to be used as means for operating a change speedtransmission of an automotive vehicle said power means including adouble acting motor operable to establishinventionis.therefore,tobeiimitedonlyasinthe transmission in any one ofits settings, and means for controlling the operation of said motorincluding a selector valve operable to connect one or the other end ofthe motor with a source of power and at the same time connect the otherend of the motor with the atmosphere, a fluid transmitting connectionadapted to connect the selector valve with a source of power, a fluidtransmitting connection interconnecting the selector valve with one endof the motor, a fluid transmitting connection interconnecting the valvewith the other end of the motor, and a valve for controlling the powerfluid passing through the latter connection to thereby control one 01the operations of the motor.

EARL R. PRICE.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES'PA'I'ENTS Number Name Date 2,079,654 Linsley May 11, 19372,094,449 Forichon Sept. 28, 1937 2,129,033 Carter et a1 Sept. 6. 19382,175,152 Hey Oct. 3, 1939 2,177,662 Kleisrath et a1. Oct. 31, 19392,239,463 .Brewer Mar. 11, 1941 2,275,944 Breese Mar. 10, 1942 2,303,937Clayton et a1. Dec. 1, 1942

